Engine



4 Sheets-Sheet 1 J. J. MCCARTHY ENGINE Filed NOV. 16, 1929 P w W 1 M 1 3% m -l w 1 1 1 n I J M W 1 1N L u .1 3 J Q..% 4 N i NM WU Q n 1 7 A fe Q 11 r n m fix 9n 1. 0 0V $1 -1. H

S L a I? E April 11, 1933.

' attoz izgy April 11, 1933. J, J MCCARTHY 1,903,511

ENGINE Filed Nov. 16, 1929 4 Sheets-Sheet 2 aw may:

Ap 1933- J. J. MCCARTHY ENGINE Filed Nov. 16, 1929 4 Sheets-Sheet 3 p i 1933- J. J. MCCARTHY ENGINE Filed NOV. 16, 1929 4 Sheets-Sheet 4 friverv'lor d fi wf W Patented Apr. 11, 1933 UNITED STATES JOHN J. MCCARTHY, OF MALDEN, MASSACHUSETTS ENGI-NE Application filed November 16, 1929. Serial No. 407,631.

My present invention relates to engines or other prime movers, and more particularly to an improved internal combustion engine.

The ordinary internal combustion engine,

particularly the four-cycle type, is relatively complicated, consisting as it does of a plurality of movihg parts, all of which are subjected to excessive wear. The result is an engine that is ineflicient and relatively shortlived, as well as an engine that is extremely difficult to keep in adjusted position, all due to excessive wear of the multiplicity of parts constituting the same. The usual two-cycle engine is not adapted for present day use and 5 is being rapidily supplanted in all situations in which it was formerly used. Recourse of late years has been had to internal combustion engines of the Diesel type, the primary object in such engines being the o utilization of a heavy fuel. At the present time Diesel engines have not been developed to a point where they are satisfactory and only in the larger units have they proved at all practical.

One of the most important situations in which an internal combustion engine is utilized is in the modern self propelled vehicle and in no other situation is an engine subjected to such h rsh treatment. Various 0 attempts havekii made to improve the ordinary fourycle engine, none of which attempts have been successful. It has been the desire of en ineers to develop an internal combustion engine that will retain the good features of the modern four-cycle engine and yet which will not have so many moving parts or be so heavy. Both Diesel engines and two-cycle engines have heretofore been made of extremely heavy construction and in the two-cycle engine none adapted for automobile propulsion have been devoleped.

In my present invention I have devised an internal combustion engine of the multicylinder and multi-piston opposed type,

wherein the number of explosions per revolution'is equal to the number of explosions of a like two-cycle engine and yet which does not havethe inherent faults of a two-cycle engine. In developing my engine I have utilized a cylinder in which are arranged two concentrically mounted pistons, the pitsons, directly connected to the same crank shaft and are arranged to move in opposite directions with respect to each other, the pistons, together with the enclosing cylinder, forming, of themselves, the combustion chamber and with each explosion the power generated is transmitted to both pistons and from the piston directly to the same crank shaft. My type of engine is also adapted for use as a Diesel engine, in which, as is usual, the heavy fuel may be injected into the combustion chamber under heavy pressure. The principal object of my invention is an improved internal combustion engine.

Another object of my invention is an internal combustion engine in which gaseous fuel is delivered to the combustion chamber under pressure.

A still further objectof my invention is m an internal combustion engine in which gaseous fuel is delivered to the combustion chamber under pressure and acts as a scavenging means for removing spent gases from such combustion chamber.

Other objects and novel features of the construction and arrangement of parts comprising my invention will appear as the description of the invention progresses.

.In the accompanying drawings illustrating preferred embodiments of my invention,

Flg. 1 is a side elevation partly in section of a multi-cylinder engine;

Fig. 2 is a sectional elevation on the line 2- 2 of Fig. 1 certain parts of the engine being omitted for the sake of clearness, and showing the pistons in position to have the charge of fuel ignited; Fig. 3 is a view similar to Fig. 2 but with the pistons separated from each other and showing the manner in which fresh fuel is utilized to act as a scavenging means for the spent gases;

Fig. 4 is a sectional elevation on the line 44 of Fig. 1; Fig. 5 is a sectional plan view on the line 55 of Fig-1;

Fig. 6 is an enlarged sectional view of a portion of the pistons and,

Fig. 7 is a,central sectional elevation of a modification of my invention adapted for the use of heavy fuel.

Referring to the drawings, 10 designates a crank case provided with orifices 11 on the top surface thereof and through which extend the lower ends of cylinder castings 12, each cylinder casting having formed therein two cylinders and the cylinder castings being secured to the top surface of the crank case 10 by bolts 13. In the crank case lO are arranged a plurality of roller bearings 14 in alinement with each other, and in these roller bearings is rotatably mounted a multi-throw-crank shaft 15, there being two throws of the crank shaft for each of the cylinders in the cylinder castings 12. Secured to the under face of the crank case 10 by bolts 16 is an oil pan 17, this oil pan having formed at one end thereof an oil sump 18, to which is connected a pump 19. The rear end of the crank case 10- and oil pan 17 form a housing 20 for a fly wheel 21 attached by bolts 22 to the rear end of the crank shaft 15. Secured to the front end .of the crank shaft 15 is a sprocket wheel 23. Formed on the front end of the crank case 10 and oil pan 17 is a casting 24, which encases the sprocket wheel 23 and also encases shafts 25 and 26 respectively. On the shaft 26 are secured sprocket wheels 27 and also on the shaft 25 is secured a similar sprocket wheel (not shown) and over the sprocket wheels 23 and 27 and the sprocket wheel on the shaft 25 runs an endlesssprocket chain 29. The shaft 25, through appropriate gearing, operates the oil pump 19 for circulating oil to the wearing parts of the engine and the shaft 26 operates a circulating Water pump 30.

Surrounding each cylinder casting 12 1s the usual water jacket 31 and this water jacket connects in the usual manner with a water jacket 32 formed in a cylinder head casting 33 that is secured to the top of the cylinder casting 12 in any desired manner, as by bolts 34. The water jacket 32 connects with a water conduit 35 which is connected, when an engine is used in an automobile, with the radiator in any suitable or usual manner.

, The water manifolds 31 are connected by conduit 36 to the outward end of the water pump 30. In the side of the crank case 10 are formed hand holes 37 closed by covers 38a secured to the hand holes 37 by bolts 39a.

The cylinders are arranged in pairs in the cylinder blocks 12, and referring to Figs. 2 and 3, which are sections on the line 22 of Fig. 1, there is shown the typical cylinder with all mechanisms associated therewith. It will be seen that the cylinder block 12 has formed therein an elongated cylinder 38 and that the cylinder head casting 33 has a chamber 39 formed therein which communicates with the cylinder 38. Also the chamber 39 in the cylinder head casting 33 communicates with the passage 40 formed in the cylinder block 12 and which passage communicates by Leeann a port 41 with the cylinder 38. Each cylinder block 12 has formed therein between .the pair of cylinders 38 in each cylinder block a cylindrical passage 42, in which is slidably mounted a two-way valve 43. This valve 43 is hollow, as clearly shown in Fig. 1, and one port 44 therein communicates with the chamber: 39 in one cylinder 38, and a port 45 therein communicates with the other cylinder 38 in the cylindrical block 12.

By moving the valve 43 in the cylindrical passage 42 it will be obvious that the ports 44 and 45 may be brought into registry with their associated chamber 39. To the upper end of the cylinder head casting and communicating with the cylindricalpassage 42 is secured, in any suitable manner, one end of an intake manifold 46 and to the other end of such intake manifold is secured a carburetor or other suitable fuel feeding device 47, it being understood that suitable mechanism is associated with the carburetor or other device 47 for controlling the same to allow gaseous fuel to fiow through the intake manifold 46 into the chambers 39 through the cylindrical valve 43. To the under face of the cylindrical head casting 33 and axially mounted in engagement with the cylindrical passage 42 is a chamber 48, in which is mounted a coiled spring 49, this spring tending to force the cylindrical valve 43 upwardly, as viewed in Fig. 4, for example. Secured to the cylindrical valve 43 is one end of a rod 50 and this rod extends downwardly through a perforation in the crank case 10 and has secured to its lower end a clevis 51. This clevis is rotatably mounted on a lever 52, such lever being pivotally mounted intermediate its ends to a bracket 53 that is secured to the wall of the cylinder 38. Rotatably mounted at the end of the lever 52 remote from the clevis 51 is a roller 54- and this roller is adapted to engage with a cam 55 secured to or. formed integral with the crank shaft 15. There is one cam 55 for each pair of cylinders 38, or in other words, there is one cam 55 for each of the cylinder block castings 12.

The cam 55 is of such shape that it will hold the roller 54 in its uppermost position, as viewed in Fig. 4, and during one-half revolution of the crank shaft 15 and, therefore, will hold the cylindrical valve 43 in its lowermost position, or in the position shown in F ig. 4, and during the other half revolution of the crank shaft 15, will allow the roller 54 to be moved to its lowermost position, or in such position as will allow the coil spring 49 to move the cylindrical valve 43 to its uppermost position. The cylindrical valve 43 is, therefore, in one position held with its port 44 in registry with one of the chambers 39 and in its other position with the other port 45 in registry with the other chamber 39.

On the crank shaft 15 are a plurality of fore, a pair of the cranks 58 and 59 for each pair of cylinders 38. Slidably mounted in each cylinder 38 is a sleevepiston 61 provided adjacent its top end with the usual piston rings 62 and it will be noted by reference to Figs. 2 and 3 that the upper end of the piston 61 is formed with a deflecting plate 63. Also adjacent the deflecting plate 63 is formed a port 64 adapted to be brought into registry with the points of a spark plug 65 that is screwed through the wall of the cylinder block 12. Also formed in the wall of the sleeve piston 61 is an inlet port 66 that is adapted tobe brought into registry with the inlet port 41 formed in the wall of the cylinder block- 12.

Secured to the lower open end of the sleeve piston 61 is a member 68in which is mounted a wrist pin 69 and on which wrist pin is rotatably mounted the upper end of a con -necting rod 70. The lower end of the connecting rod 70 is rotatably mounted on the crank 59. Slidably mounted within the sleeve piston 61 is a piston 71 provided, as is usual,

with a plurality of piston rings 72. This piston has on its upper end a deflecting plate 73, similar in shape and size to the deflecting plate 63 formed at the top of the sleeve piston 61. Secured in bearings in the piston 71 is a wrist pin 74 and on this wrist pin is pivotally mounted the upper end of a connecting rod 75. This connecting rod 75 is pivotally mounted on the crank 58. The throw of the crank 59 is twice the throw of the crank 58 and, therefore, the surface speed of the sleeve piston 61 will be twice that of the piston 71..

Approximately opposite the inlet port 41 in the wall of the cylinder 38 is formed an ex haust port 76 and this exhaust port communicates with the exhaust manifold 77 by pipe 78. Formed in the wall of the sleeve piston 61 and approximately opposite the inlet port 66 is an exhaust port 79 which is periodically brought into registry with the exhaust port 76 during the reciprocation of the sleeve pisten 61.

The above description of the cylinder 38 and associated mechanism applies to every cylinder in the engine regardless of whether such engine is a two, four, six, or eight cylinder engine, it being understood of course that each cam serves to operate the valve that periodically admits an explosive mixture to both members of a pair of cylinders 38 that are formed in the cylinder blocks 12.

If we assume, therefore, that the engine is a multi-cylinder engine, as a six cylinder engine, and has been constructed as above described and as illustrated the drawings,

and that it is desired to have the same operate, the operation will be as follows: The carburetor mechanism 47 will have conduits extending thereto from a source of fuel su ply and the spark plugs will, of course, he connected to a source of energy and to a timing mechanism for igniting the charges in the various cylindersat the proper times. The operator will, by means of the usual crank, turn the crank shaft 15 thru one or more complete revolutions so as to draw into the intake manifold an explosive mixture. The cam 55 rotating with the crank shaft 15 will move the slide valve 43 so as to have the intake manifold 46 connected with one of the cylinders 38 as, for example, the cylinder 38 shown in Fi 3. At this instant, and by referring to ig. 3, it will be noted that the sleeve piston6l is in its uppermost position and that the piston 71 is in its lowermost position, also that the intake port 6601*? the sleeve piston 61 is in registry with the inlet port 41 in the wall of the cylinder 38 and that the exhaust port 79 in the wall of the sleeve piston 61 is in registry with the exhaust port 76 in the wall of the cylinder 38. As the crank shaft 15 rotates the sleeve piston 61 will be moved downwardly and the piston 71 will be moved upwardly. This movement of the sleeve piston 61 will result in the ports 66 and 79 in the walls thereof being brought out of registry with the ports 41 and 76 respectively in the walls of the cylinder 38, and, therefore, the space between the upper end of the pistons 71 and the lower face of the upper end of the sleeve piston 61 will constitute a closed chamber.

As the sleeve piston 61 moves downwardly, and assuming that the valve 43 still connects the intake manifold with the chamber 39, it is obvious that an explosive mixture will be drawn into the chamber 39 unti1 the sleeve piston 61 arrives at its lowermost position, as shown in Fig. 2. At this time, as the crank shaft 15 has rotated through 180 degrees, it will be obvious from an inspection of Fig. 4 that the cam 55 will now shut off the intake manifold 46 from connection with the chamber 39 by moving the slide valve 43 to its other position, that is, the position where the other cylinder 38 of the pair of cylinders in the cylinder block is connected with the intake manifold 46. The operator will continuerotating the crank shaft 15 and will move the same from the position shown in Fig. 2 back into the position shown in Fig. 3, It is obvious that, during the travel of the sleeve piston 61 from the position shown in Fig. 2 to that shown in Fig. 3, the explosive mixture in thejchamber 39 and in the upper end of the cylinder 38 will be compressed and will remain compressed until the inlet port 66 in the wall of the sleeve piston 61 comes into registry with the inlet port 41 in the wall stant it will be obvious that the explosive mixture under pressure will be forced into the chamber defined by the sleeve piston 61, the head thereof and the upper end of the piston 71. i

The crank shaft 15 being continued in rotation, the pistons 61 and 71 Will be moved from the position shown in Fig. 3 back into the position shown in Fig. 2, and as the port 66 comes out of registry with the inlet port 41 no further flow of explosive mixture from the chamber 39 into the space between the heads 63 and 73 of the pistons 61 and 71 can take place and, therefore, the explosive mixture will be compressed into the space between the heads 63 and 7 3, as shown in Fig. 2'. At this instant a spark is sent through the spark plug 65 and as at this time the port 64 in the wall of the sleeve piston 61 is in registry with the opening in which is located the spark plug 65,'the charge of compressed explosive fuel is ignited and as the fuel burns it will propel the sleeve piston 61 upwardly and the piston 71 downwardly, imparting motion to the crank shaft 15. As the pistons move from the position show in Fig. 2 to that shown in Fig. 3, under the influence of the exploded charge, the spent gases will flow out of the ports 79 and 76 which are brought into registry and through the pipe 78 into the exhaust manifold 77. Also, as at this time the inlet ports 66 and 41 are in registry, a fresh charge of explosive mixture will be forced into the firing chamber under pressure and will assist in forcing out the spent gases through the exhaust ports. This cycle of operations will take place indefinitely until the machine is deprived of explosive fuel or current cut off from the spark plug 65.

My improved engine is also adapted for use as a Diesel engine or as a modified Diesel engine. Referring to Fig. 7 there is shown the crank case 10 having aligned bearings 14 therein in which is rotatably mounted the crank shaft 15, and secured to the bottom of the crank case 10 by nuts 16 is the oil pan 17.

The crank shaft 15 is identical with the crank shaft 15 shown in Figs. 1 to 6 but in this event it is possible to omit the cam 55 which will not be used when the engine is operating as a Diesel engine. Further, there is no cylinder valve 43 as it is not necessary to provide means for passing a completed explosive mixture to the firing chamber. The cylinder blocks 80, therefore, may be made singly and are secured to the upper face of the crank case 10 by bolts 81. Formed in the cylinder block 80 is an elongated cylinder 82 surrounded by the usual water jacket 83. Extending through the wall of the cylinder block 80 and communicating with the interior of the cylinder 82 is an outlet or exhaust port 83a that has secured thereto by bolts 84 an exhaust pipe 85. Also extending through the walls of the cylinder block 80 is a threaded is connected by nipple 92 to any suitable source of fuel supply, it being understood that in this type of engine the fuel in the liquid or solid state is injected into the firing chamber.

The upper end of the cylinder 82 is open and secured to the upper end of the cylinder block 80 by bolts 92 and nuts 93 is a dome 94,

this dome being provided with a water jacket 95, as is usual. Formed in the upper end of the dome 94 is a passage 96 in the outer end of which is screwed a perforated member 97 and in which is slid-ably mounted a valve stem 98. Secured to the lower end of the valve stem 98 is a valve 99 which co-operates with the valve seat formed on the inner end of the passage 96. Surrounding the outer end of the valve stem 98 is a coiled spring 100 and threaded on the outer end of the Valve stem 98 are adjusting nuts 101.

Slidably mounted in the cylinder 82 is a sleeve piston 102 provided adjacent its top end with piston rings 103 and also provided adjacent its top end with a plurality of radially arranged perforations 104 communicating with the interior of the piston. One of the perforations 104 is adapted to be broughtperiodically into registry with the inner end of the passage 88 in the wall of the cylinder block 80 and is the hole through which fuel is injected from the valve 90 into the firing chamber. Secured to the lower end of the sleeve piston 102 is a member 105 in which is secured a wrist pin 106 and on which is pivotally attached the upper end of a connecting rod 107. This connecting rod at its lowor end is pivotally attached to a crank arm 108 formed on the crank shaft 15. As the crank shaft 15 rotates a reciprocating motion is imparted to the sleeve piston 102 and such rotary movement carries the piston from the position shown in Fig. 7 to the point where one of the holes 104 is in registry with the passage 88. i

In the position shown in Fig. 7, it will be I obvious that the inner portion of the dome 94 is connected by theho'les'104 with the interior of the sleeve piston 102 and that as soon as the sleeve piston drops below the upper end of the cylinder 82that such inner portion of the dome 94 will be cut off from communication with the interior of such sleeve piston. Also, it will be obvious that in the downward movementof the sleeve piston 102 a partial vacuum will be created within the dome 94 and, therefore, the valve 99 will move off its valve seat against the tension of the spring 100 and air will flow through the perforated member 97 into the interior of the dome 94 and the upper end of the cylinder 82. Also it will be obvious that in the upward movement of the sleeve piston 102 the valve 99 will be tightly closed and any material within the dome 94, as for example, air, will be compressed and as the upper end of the sleeve piston 102 moves upward beyond the upper end of the cylinder block 80 that such air under pressure will be forced through the perforations 104 and into the interior of the sleeve piston 102. Slidably mounted within the sleeve piston 102 is a piston 109 which has secured therein a wrist pin 110 and to which is rotatably mounted the upper end of a 0011- necting rod 111. This connecting rod 111 is pivotally attached at its lower end to a crank arm 112 and, therefore, it will be obvious that the piston 109 will have a reciprocating motion in the sleeve piston 102 during the rotation of the crank shaft 15. The throw of the crank arm 108 is twice that of the throw of the crank arm 112 and, therefore, it will be obvious that the sleeve piston 102 moves twice as fast as the piston 109.

In the operation of this modification of my invention and assuming that the sleeve piston 102 and the piston 109 have moved into the position shown in Fig. 7 to their lowermost and uppermost positions respectively, then it will be obvious that air under pressure has passed through the perforations 104 and into the space in the interior of the sleeve piston 102 between the lower face of the upper end thereof-and the upper end of the piston 109, clearing out in this manner any spent gases that may have been in such space, such spent gas passing out through the port 113 in the wall of the piston 102, the passage 83a, and into the exhaust pipe 85. As the shaft 15 rotates the piston 102 will move downwardly and the piston 109 will move upwardly and when the holes 104 have moved downward beyond the dome 94 and the port 113 is moved out of registry with the passage 83, the air within the space above defined is compressed and such compression will continue :until the sleeve piston 102 reaches its lowermost position and the piston 109 reaches its uppermost position. At this instant one of the holes 104 comes into registry with the passage 88 and liquid or solid fuel is injected into'the space holding the compressed air and at this instant current is supplied to the spark plug 87 and the charge of fuel-impregnated air is ignited. This causes an explosion, the energy of which moves the sleeve piston upwardly and the piston 109 downwardly, thus imparting a rotary movement to the crank shaft 15. This cycle of operation takes place indefinitely and as long as fuel is supplied through the valve The modification of my invention just described and illustrated, in Fig. 7 is adapted not only for use as a Diesel or modified Diesel engine but also as an engine in which explosive gas is fed to the firing chamber through ports similar to the holes 104.

Having thus described my invention, what I claim as new is:

1. In an internal combustion engine, in combination, a working cylinder, a compression chamber formed at the upper end thereof, means for admitting air to said chamber, a fuel inlet port formed in the wall of said working cylinder, means to inject fuel through said fuel inlet port at predetermined intervals, a hollow cylindrical piston slidably mounted in the working cylinder, an inlet port formed in the head of said piston and alternately communicating at predetermined times with the inlet port in the working cylinder and with said chamber, a combustion chamber arranged in the hollow piston below the head thereof, a spark plug extending through the wall of the working cylinder'and a port formed in the head of said piston and registering at predetermined times with the spark plug to expedite ignition of the explosive material in the combustion chamber.

2. In an internal combustion engine, in combination, a piston, a crank shaft, connections between the piston and the crank shaft, whereby reciprocating motion of the piston produces a rotary motion of the crank shaft, a second piston slidably mounted within the first piston, a connecting rod extending between said second piston and the crank shaft, a combustion chamber formed between the heads of the pistons and the walls of the first piston, means for delivering air under pressure to said combustion chamber, continued reciprocation'of said pistons compressing the air in said combustion chamber, means for delivering fresh fuel to the combustion chamber after compression of the air therein, and deflecting plates formed in the head of said second piston for producing a direction of flow of fresh air under pressure to scavenge from the combustion chamber the spent gases of the previous charge.

3. ii an internal combustion engine, in combination, a working cylinder, a dome fixed to said cylinder and forming a compression chamber at the upper end thereof, an inlet valve for admitting air to said chamber, a fuel inlet port formed in the wall of said working cylinder, a hollow cylindrical piston slidably mounted in the working cylinder, an inlet port formed in the head of said piston and alternately communicating at predetermined times with said chamber and with the inlet port, said piston having a combustion chamber therein below the head thereof a spark plug extending through the wall of the working cylinder and a port formed in the head of said piston and on the same plane assaid first port and registering at predetermined times with the spark plug inder, an inlet port formed in the-head of said piston and alternately communicating at predetermined times With said chamber and with the inlet port, said piston having a combustion chamber therein below the head thereof, a spark, plug extending through the wall of the working cylinder and a port formed in the head of said piston and on the same plane as said first port and registering at predetermined times with the spark plug to expedite ignition of the combustible material in the combustion chamber, a crankshaft, connections between said piston and the crankshaft, whereby reciprocating motion of the piston produces a rotary movement of the crankshaft, a second piston slidably mounted within the first piston, a connecting rod extending between said second piston and said crankshaft, said combustion chamber being located above the head of said second piston, movement of said first piston downwardly drawing air into the chamber in said cylinder, upward movement of said first piston compressing said air, and, at a predetermined instant, admitting said air, under pressure, to said combustion chamber, continued reciprocation of said pistons compressing the air in said combustion chamber, means for delivering fresh fuel to the combustion chamber after compression of the air therein, the ports in the head of said first piston, on registering with the chamber in said cylinder producing a direction of flow of fresh air under pressure to scavenge from the combustion chamber the spent gases of the ,previous charge.

5. In an internal combustion engine, in combination, a working cylinder, a compression chamber formed at the upper end thereof, means for admitting air to said chamber, a fuel inlet port formed in the wall of said working cylinder, a hollow cylindrical piston slidably mounted in the working cylinder, a plurality of inlet-ports formed in the head of said piston and arranged around the periphery thereof; one of said ports alternately communicating at predetermined times with said chamber and the inlet port, said piston having a combustion chamber therein below the head thereof, a spark plug extending through the wall of the working said piston alternately communicating with said chamber and with said spark plug.

6. In an internal combustion engine, in combination, a working cylinder, a compression chamber formed at the upper end there-- of, means for admitting air to said chamber, a fuel inlet port formed in the wall of said workin cylinder, a hollow cylindrical piston sli ably mounted in the working cylinder, a plurality of inlet ports formed in the head of said piston and arranged around the periphery thereof; one of, said ports alternately communicating at predetermined times with said chamber and the inlet port, said piston having a combustion chamber therein below the head thereof, a spark plug extending through the wall of the working cylinder, another of the ports in the head 7 of said piston alternately communicating with said chamber and with said spark plug, an exhaust port located in said cylinder wall below said inlet port, and a port in the wall of said hollow piston adapted to register with said exhaust port at predetermined intervals.

In testimony whereof, l have signed my name to this specification.

JOHN J. M CARTHY. 

